US730341A

US730341A - System of motor control.

Info

Publication number: US730341A
Authority: US
Inventors: Frank E Case
Original assignee: General Electric Co
Current assignee: General Electric Co
Priority date: 1900-02-12
Filing date: 1900-02-12
Publication date: 1903-06-09
Anticipated expiration: 1920-06-09

Description

No. 730,341. PATBNI'ED JUNE 9, 1903;

r P. E. CASE.

SYSTEM 01-" MOTOR CONTROL.

APPLIOATION FILED FEB. 12, 1900.

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Frank ElCase fifulwwa, (L

m: ucnms PiYEWS on. PHOYO-LITHQ. WASHINGTON. 12.0v

PATBHTED JUNE 9, 1903.

F. E. CASE.

SYSTEM OF MOTOR CONTROL.

APPLICATION FILED FEB. 12, 1900.

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10 MODEL.

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Witnesses: i

I I l \D D' l FPankficase T b8 i THE NOW! 5 PEYERS CD PNOTO TON D A" amuma No. 730,341.- PATBNTED JUNE 9, 1903.

F. B. CASE.

SYSTEM OF MOTOR CONTROL.

APPLICATION FILED FEB. 12, 1900.

no MODEL. 5 SHEETS-SHEET a.

Witnesses Jnventor. Frank Elcase'.

m: uonms mas w. moroumo. WASHINGTON. n. c,

No.-730,341. PATENTED JUNE 9, 1903.

P. E. CASE.

SYSTEM OF MOTOR CONTROL.

APPLIOATION FiLE D FEB. 12, 1900.

6 SHBETS-SHBET 4 N0 MODEL. 1 C *WNWV1HJWUUU NMNW I I I I I I I I I I'-' T M' R Fig. 11. 1 5B l glgll lll l al l liil l ll hl lh Jumrmm a g SB M Illlllllll H2516 WVAV lllllllilh C 00000 OOOOOOOOOQOOOOOO Jhventof. Frankljcase.

wltnesses No. 730,341. I PATENTED JUNE 9, '190'3= I F. 13. CASE.

SYSTEM OF MOTOR CONTROL.

APPLICATION FILED FEB.12, 1900.

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5E Frank 13C? x V by I UNITED STATES Patented June 9, 1903.

PATENT OEEIcE.

FRANK E. CASE, OF SCHENECTADY, NEW YORK, ASSIGNOR TO THE GENERAL ELECTRIC COMPANY, A CORPORATION OF NEW YORK.

SYSTEM OF MOTOR CONTROL.

SEECIFICATION forming part of Letters Patent No. 730,341, dated June 9, 1903.

Application filed February 12, 1990. Serial No. 4,877. (No model.)

T0 at whom it may concern:

Be it known that I, FRANK E. CASE, a citizen of the United States, residing at Schenectady, county of Schenectady, State of New York, have invented certain new and useful Improvements in Systems of Motor Control, of which the following is a specification.

My present invention relates to systems of control for electric motors, and is particularly adapted for use in electric-railway systems in which a number of cars carrying one or more propelling-motors are to be controlled from a single point.

Certain features of my invention are appli cable to train-control systems in general, while others are limited in their application to those systems in which a storage battery is provided on one or more of the cars for supplying current to actuate the various controllin'g devices on the several cars.

In those systems employing a storage battery for actuating the controlling devices it has heretofore been customary to maintain the batteries in a charged condition by connecting them to line through a resistance or otherwise. It is one of the objects of my invention to so arrange and connect these batteries that they may be inserted in the motor-circuits and charged during the time that the train is accelerating, thereby utilizing energy that would otherwise be dissipated in heating resistances. Inasmuch as the battery must be in a condition to supply current to actuate the controlling devices even when it is connected in the charging-circuit it is essential that the several cells shall always be so connected as to furnish an electromotive force great enough to supply the current requisite for operating the controlling devices, and in practice I find it advisable to make permanent connections between the several cells, so that the battery constitutes a unit, having at all times a certain definite electromotive force. In carrying out this feature of my invention I take the now Weilrnown system, comprising controllers and storage batteries on the several motor-cars of a train connected to train-conductors leading to a master-controller or master-controllers, and I so arrange the contacts of the motor and master controllers that the same battery which supplies current through the mastercontroller to operate the motor-controllers is in certain positions of the master-controller connected by the motor-controlling contacts into the motor-circuit for charging. In the first position of the master-controller the battery is connected in the motor-circuit in series with a resistance, which latter is gradually cutout by the movement of the controller. Upon further movement a resistance is shunted around the storage battery, and, finally, in the last position of the controller the storage battery is disconnected from the motor-circuit and the shunting resistance short-circuited. Bysoconnectingthestorage "battery I render it possible to charge the same while the motors are accelerating. If the demand on the battery is excessive, it may be maintained in circuit permanently or for any desired length of time in the position in which it is shunted by a resistance.

Another feature of my invention also applicable to a train system employing a storage battery for actuating the motor-controllers, and especially applicable when the motor-controller consists ofseparate electromagnetically-actuated contacts, consists in so arranging the contacts of the master-controller that in the'final position, after all the contacts of the motor-controller have been actuated, the current supplied by the storage battery to the electromagnets will be reduced to an amount just sufficient to maintain them in their closed position.

My invention also comprises an indicating and open-circuiting device for notifying the operator-at the master-controller whenever an excessive current-flow exists in any one of the motor-circuits and for opening the circuits of all of the motors when such excessive current-flow occurs. In the embodiment of this feature of my invention which I have illustrated I employ an automatic circuitbreaking device adjacent to each master-controller and connected in circuit with the source from which the current for actuating the motor-controllers is supplied, and on each ear I provide a device for short-circuiting the storage batteries through the tripping-coils of any of the said circuit-breaking devices which are closed, so that they will Ice be actuated whenever the current in any of the motor-circuits exceeds a certain predetermined limit.

Another feature of my invention comprises means for operating one or more switches from a master-controller, in combination with a locking device which is actuated whenever any one of the switches fails to operate after the master-controller has been operated. As shown in the drawings, this feature of myinvention is applied to the reversing-switches and operates to lock the power-switch of the master-controller whenever any one of the reversing-switches fails to operate.

My invention also includes a novel construction of cable containing the conductors connecting the motor and master controllers in a system of the character described and provides a construction that renders impossible the operation of the motor-controllers by a short circuit between the train-conductors.

My invention also comprises other features of invention, as will more clearly appear from the following description and the claims annexed thereto.

In the accompanying drawings, illustrating my invention, Figure l isa diagram showing the elements of a train-control system arranged according to my invention. Figs. 2 to 65, inclusive, are diagrams illustrating the storage-battery connections in different positions of the master-controller shown in Fig. 1. Figs. 7 and 8 are diagrams illustrating the connections for operating the circuitbreaker in the storage-battery circuit upon an overload in the motor-circuit. Fig. 9 is a diagram illustrating the operation of the locking device on the power-switch of the master-controller. Fig. 10 isa diagram showing a modified train-control system. 11 to 16, inclusive, are diagrams illustrating the storage-battery connections in different positions of the master-controller shown in Fig. 10. Fig. 17 illustratesdiagrammatically a novel arrangement of conductors in a traincontrol system. Fig. 18 is a cross-section of a cable constructed according to the diagram shown in Fig. 17; and Fig. 19 is a diagrammatic view of a train of cars, showing the application of my motor-control system thereto.

Referring to Fig. 1 of the drawings, the numerals 1 to 15, inclusive, indicate the train wires or conductors, which extend through the train, these conductors being connected together from car to car by means of the con lin s F in a manner now well known.

AtA A are the master-controllers,connected to the train-conductors, preferably one at each end of each car and comprising the power-switch K and the reversing-switch RS. In certain of the claims I have designated the two switches of the master-controller by the expression a plurality of con trolling-switches. The master-controller at the left in Fig. l is shown in diagram, the contacts being developed on a plane surface,

Figs.

while the one at the right is shown merely in outline.

C represents a motor-controller of the separately-actuated contact-type, and D a reversing-switch of the ordinary type,for changing the relative connections of the armatu res and fields of the motors M and M Both the controller and the reversing-switch are electromagnetically actuated and are operatively connected to certain of the train-conductors.

SB indicates the storage battery,which supplies current through the master-controller to operate the motor-controller and the reversing-switch.

R and R indicate resistances which are used in connection with the storage battery.

B is a circuit-breaker arranged in the storage-battery circuit between the positive trainconductor and the master-controller, and E is a controlling device for energizing the tripping-coil of the circuit-breaker 13 upon an overload in the main motor-circuit.

L is a locking device arranged in operative relation to the power-switch of the master-controller.

It is of course understood that the corresponding devices on the several cars of the train are similarly connected to the trainwires, so that the master-controller on any one of the cars operates the controlling and reversing switches on all the cars of the train. As heretofore stated, it is one of the objects of my invention to so arrange and connect the various storage batteries on the several cars of the train that they may be inserted in the motor-circuits and charged during the t time that the train is accelerating. I have therefore so organized the motor-controller and the powerswitch of the master-controller that the batteries will be thus connected. The circuits for the various positions of the master-controller may be traced as follows: With the powerswitch K of the master-controller in its first operative position, with the contacts 1 to 15' lying along the dotted line 1, the contact 15 will be connected with each of the contacts 1', 6', and 9, and current will flow from the storage battery, one end of which is connected to ground through the conductor 21, to the train conductor 14, through the circuit-breakerB to the train-condnctor 15, and tothe master-controller at contact 15, where it will divide, part flowing through the contact 1 to the train-conductor 1 and through the solenoids 1, l", 1 to the conductor 16, and thence by way of conductor 23 to ground, another portion flowing through the fixed contact 6 to the train-conductor 6, thence to the solenoid 6, and to ground by way of

conductors

16 and 23, as before, and a third portion flowing by way of fixed contact 9 to the train-conductor 9, and through the safety device 10 hereinafter to be described, through the solenoid 9 to the

conductors

16 and 23, and thence to ground. The

solenoids

1, 1", 1, 6, and 9 will actuate the corresponding contact devices of the controller 0 and will close the main motor-circuit at 1, 1 1 6, and 9", which circuit may be traced as follows: Starting from the trolley-shoe T, through the actuating-coil b of the controlling device E,through the contacts 1 1 in multiple to the contact 1 thence through the section B of the resistance R to the conductor 17, through the direct-connected contacts of the reversingswitch to the armature and'field of the motor M, thence by way of conductor 18 to contact 6 by way of conductor 19 through the direct-connected contacts of the reversingswitch to the motor M and by way of conductor 20 through the contact 9 to the conductor 21, and through the storage battery SB to ground. Each of the contacts of the motor-controller is provided with a blow-out coil g, which is traversed by the main current.

WVhen the power-switch of the master-controller is moved into its second position, the resistance-section R will be connected in multiple with the section Rin the motor-circuit, and further movement of the powerswitch will operate to connect in other resistance-sections, until finally in position 5 all resistance will be out out, and the connections will be those shown in Fig. 2 of the drawings, the two motors M and M being connected in series with each other and with the storage battery across the line. The storage battery is also connected at all times to the master-controller by way of train-conductors 14 and 15.

In the sixth position of the power-switch of the mastercontroller circuits will be closed from the storage battery through the

contacts

8 and 12 to the train-

conductors

8 and 12. The contact 8 of the motor-controller C will therefore be operated; but the

contacts

8 and 8 will not be operated, for the reason that the circuit from the conductor 8 to the solenoids S and 8 will be broken at to, due to the fact that the contact 9 is still closed. The closing of the contact 8 operates to close a circuit from the conductor 20 through the conductor 22 and resistance R directly to ground, thereby shunting the resistance R around the storage battery SB. The motor-circuit connections for this position of the master-controller are shown in Fig. 3. If now the power-switch of the master-controller is moved to its seventh position, the circuit from the storage battery to the mastercontroller will be broken, first at the contact 9,andnextatthecontact15. Thebreakingof the circuit at the contact 9 deenergizes the solenoid 9 and permits the contact 95 to open. The opening of this contact closes a circuit from the train-conductor 8 by means of the safety device 20 through the

solenoids

8 and 8, thereby actuating the

contacts

8 and 8 The opening of the contact 9 opens the circuit to the storage battery, so that the entire current in the motor-circuit flows momentarily through the resistance R to ground; but

as soon as the contact 9 is opened the

contacts

8 and 8 will have been actuated in the manner already explained to close a circuit from the conductor 20,

throu gh contacts

8 and 8 in multiple, and conductor 23 directly to.

ground, thereby short-circuiting the resistance R By the time these contacts have been actuated the circuit will have been broken at the contact 15 of the master-controller, thereby introducing a resistance into the circuit between the storage battery and the master-controller. The circuit from the storage battery will then be as follows: starting from ground, through the storage battery to the train-conductor 14, through the circuit-breaker B to the train-conductor 15, thence through the conductor 24 to the resistanceRfl through the conductor 25 and by way of: a conductor 12, which joins the conductor 25 to the two controllers, to the contact 12' of the master-controller, the circuit having been already closed at this point in the sixth position. The connections for this seventh position of the master-controller are shown in Fig. 4 of the drawings, inwhich the resistance R is short-circuited and the storage battery disconnected from the motor-circuit, with the resistance R inserted in circuit between it and the connection leading to the master-controller.

In position 8 of the power-switch of the master-controller the two motors M and M will be connected in multiple between trolley and ground, with the resistances R and R and the storage battery included in the motorcircuit. In the next position the storage battery will be shunted'by a resistance R and the two resistances R and R will be included in multiple with the resistances R' and R The next two positions of the master-controller operate only to cut out the resistancein series in the motor-circuit, and in position 11 the motor-circuit connections are those shown in Fig. 5 of the drawings.

In posit-ion 12 the storage-batterycircuit will have been opened and the resistance R" short-circuited, as before, and inthe last position of the controller the circuit will again have been opened at the contact 15, thus introducing resistance R into the storage-battery circuit, the connections for this last position being shown in Fig. 6. The storage battery may thus be caused to take the place of a dead resistance during the time that the motors are accelerating,thereby utilizing energy that would otherwise be dissipated.

It is to be noted that when the motors are connected in series the storage battery is included directly in the motor-circuit, the battery being designed to take without injury the volume of current which flows when the motors are thus connected. In the first multiple position, however, the current flowing in the motor-circuit is substantially double that which flows when the motors are con nected in series, and in order to prevent a greatly-increased flow through the storage battery a suitably calculated resistance is connected in shunt thereto. Also it is to be noted that the master-controller operates to introduce the resistance R into the circuit between the storage battery and the solenoids, which constitute the actuating-coils of the motor-controller, whenever by the operation-of the master-controller the motorcontroller has been brought into one of its running positions-that is, whenever the contacts of the motor-controller have been actuated to connect the motors either in full series or in full parallel. By thus introducing resistance in the actuating-circuit after the controller-contacts have been brought into a position in which it is desired that they shall remain the current in the actuatingcoils may be reduced to such an amount as will be sufficient to maintain the various contacts in closed position, although not sufficient to operate the said contacts if they were open.

The controller 0 may of course be of any suitable construction; but I prefer to use the construction shown in my pending application, Serial No. 671,994.

The safety devices to and w are contacts carried by the same structures that operate the motor-contacts, so that when the motorcontacts to which they are operatively related are closed the safety devices will be open, and vice versa. These devices are similar to those shown in my pending application above referred to, although they are in thisapplication applied in a different connection; but their function is in both cases the same namely, to prevent one circuit from being closed until another related circuit has been opened, or vice versa. 1

In the operation of my train-control system the storage batteries on all the cars of the train will be connected in multiple by the train-

conductors

13 and 14 or by the trainconductor 14 and ground if the negative train-conductor be omitted, and although a circuit-breaker B is placed adjacent each of the master-controllers A only that circuitbreaker which is adjacent the master-controller at which the operator is stationed will be closed. Under these conditions if an excessive current-flow exists in any one of the motor-circuits on the train the coil 1) of the overload device E on the particular car where the trouble exists will actuate the armature a to close a circuit from the train-conductor 15 through the conductor 03 to ground. When such a circuit is closed on any one of the cars of the train, a circuit will be closed from all the storage batteries through the train-conductor 14, through the contacts of that particular circuit-breaker B, which is in its closed position, through the tripping-coil of the said circuit-breaker to the train-conductor l5, and thence by way of conductor 26 on the car where the trouble exists to the armature a, conductor 0a to ground, and to the other side of the storage batteries. When a negative trainconductor, as 14, is employed, the conductor ac'may of course, if desired, be connected to said conductor instead of directly to ground, as shown. An excessive battery-current will therefore be caused to flow through the tripping-coil of the circuit-breaker B, and the same will be caused to open, thereby breaking the circuit between the storage batteries and the master-controller which is in operation and opening the motor-circuits at all the motor-controllers on the train.

Heretofore it has been customary to employ a circuit-breaker on each of the cars of the train in the main motor-circuit. With this arrangement an excessive current-flow in any one of the motor-circuits will cause the circuit-breaker in that particular circuit to open; but the operator has no means of knowing it, and on any grades where the total power of all the motors is necessary for proper operation of the system the remaining motors will be operating under an overload without the operators being aware of the fact. By the arrangement above described I am enabled to dispense with a separate circuitbreaker in each motor-circuit, employing in its stead the circuit-breaker which would ordinarily be employed in the storage-battery circuit, (and which may be much smaller, because it has to break only the comparatively Weak battery-current,) and breaking the main circuit at the controllers themselves. I am also enabled by this arrangement to indicate to the operator whenever an excessive current-flow exists on any of the cars of the train, so that he may be aware of the conditions and operate his train accordingly. It is evident that this feature of my invention does not necessarily involve the use of a storage battery for actuating the several motor-controllers.

In Figs. 7 and 8 I have shown the circuit connections for the circuit-breaker B and the controlling device E separate from the other parts of the system. In Fig. 7 the source of ourrent-supply for the master-controller is a storage battery, the same as in Fig. 1, while in Fig. 8 the line itself is used as such source of supply.

The reversing-switches D on all of the cars of the train are operated from any one of the master reversing switches RS. With the master-switch RS and the various motor-reversing switches D on the several cars of the train in the position shown in Fig. l of the drawings, if it is desired to operate the motorreversing switches to reverse the motor connections the master reversing-switch will be operated to connect the fixed

contacts

10 and 14 with each other. The circuit from the stor age battery to the actuating-solenoids of the several reversing-switches on the train may then be traced as follows: Starting from ground or from negative train -conductor, through the various storage batteries to the train-conductor 14, by way of conductor 27 to fixed contact 14, through the movable contacts of the master reversing-switch to the contact 10, by way of conductor 28 to trainconductor 10, thence by way of conductor 29 on each of the cars of the train to fixed contact e on each of the reversing-switches D, and through the cross-connected movable contacts h on the reversing-switch cylinder to the fixed contact f, thence through the solenoid to the brake-coil m, and by way of conductor 23 to ground. The current flowing through the coil m operates to release the friction-brake, which is shown as a bell-crank lever having one end engaging the surface of a disk carried by the shaft of the reversingswitch, and the solenoid 70 causes the reversing-switch to be thrown to its other extreme position, the contacts h passing out from under the contacts 6 and fjust as the switch reaches the limit of its throw and the contacts 9 coming under the fixed contacts 0 and d. \Vhen the contacts hleave the corresponding fixed contacts e and f, the circuit from the storage battery through the solenoid kand the brake-coil m is broken, and the frictionbrake will immediately be applied. It now it is desired to throw the reversingswitch back to its original position, it is only necessary to throw the master reversing-switch into the position connecting the fixed contacts 11" and 14, when a circuit will be closed from the storage battery through the master reversing-switch to the train-conductor 11 and through the contacts 0, d, and g to the opposite solenoid Z, and thence through the brakecoil m to ground, as before. It may happen, however, through the disarrangement of some one of the main reversing-switches of the train that the said switch will not throw to its extreme position, but will remain in an intermediate position. Whenever in an intermediate position, either the contacts 9 will be in engagement with the contacts 0 and d or. else the contacts h will be in engagement with the contacts 6 and f, and under such conditions the circuit from the storage battery through one or the other of the actuatingcoils of the reversing-switch will be closed, so that current will continue to flow through the master reversing-switch. In order to notify the operator whenever such trouble exists and in order to prevent the starting of the train until after the trouble has been remedied, I have provided a locking device L on each of the master-controllers, connected in circuit between the source of current for ac-j tuating the reversing-switches and the master reversi ng-switch,so that whenevercurrent is flowing through the master controllingswitch to any one of the reversirig-switches on the train the said locking device will be This locking device I have shown operated.

in operative relation to the power-switch of the master-controller; but it is evident that it might be applied in anyother desired connection, the essential feature being that some device shall be locked until the difficuity has ter reversing-switch.

circuit.

been remedied. The locking device comprises a spools, containinga winding through which the current flows in passing to the master reversing-switch, and this spool is keyed or otherwise fastened to the shaft of the power-switch of the master-controller. The lower flange of the spool s is provided with a notch (the flange being partly broken away to show the same) which in the off position of the power-switch of the master-controller lies opposite an armature t, pivoted on a fixed portion of the controller and normally held by means of a spring out of engagement with the notch in the said flange.

Whenever the reversing-switch'of the inaster-controller is closed in either of its operative positions, current will continue to flow through the conductor 27 and the locking device L if any of the motor-reversing switches fail to operate. The locking device will then be energized and the armature 23 caused to engage the notch in the flange of the spool s, so that the power-switch of the master-controller will be locked in its off position, itbeing understood that the usual interlocking devices will be employed between the power and reversing switches of the master-controller, so that the reversing-switch cannot be moved until the power-switch has been brought to its off position.

The controlling and reversing switches of the motor-controller constitute what I have termed a plurality of main switches, and the power and reversing switches of the master-controller constitute a plurality of master switches for controlling the operation of the main switches.

In Fig. 9 I have diagrammatically illus-' trated the power and reversing switches of the master-controller, together with the locking device and a plurality of motor-reversing switches operatively connected to said mas- In thisfigure one of the motor-reversing switches is shown in dotted lines in an intermediate position,with the contacts 9 still in engagement with the contacts c and d, from which it will be evident that the circuit will be closed through the locking device whenever such a condition exists.

In Fig. 10 I have shown a system substantially the same as that shown in Fig. l of the drawings; but in this figure I have omitted the overload device for operating the circuitbreaker B and have shown a circuit-breaker B in the main mot-or-circuitof each car, the circuit-breaker 13 being merely included in circuit between the several storage batteries and the niaster-controller which is being operated. 'lbe omission of the overload device reduces the number of train-conductors by one. Also, in this figure I have shown a somewhat diiterent system of storage-battery connections, involving the insertion of the storage battery into one of the motor-circuits and. an equivalent resistance into the other motor- This necessitates the use of an ad'- ditional resistance R and the insertion of another contact 8 in the motor-controller.

In position 5 of the master-controller (shown in Fig. 10) the connect ions will be those shown in Fig. 11, with the motor M, the resistance R, the motor-L1 and the storage battery SB connected in series across the line. In passing from position 5 to position 6 the storage battery will be shunted by a resistance R" preparatory to being cut out of the motorcircuit, as shown in Fig. 12. As soon as the fixed contact 9 of the ll] aster-controller passes off the corresponding movable contact the storage battery will be cut out of circuit and the resistances R and R short-circuited. In passing from position 6 to position 7, in which latter position the circuit connections are as indicated in Fig. 13, the resistance R is inserted in the storage-battery circuit between it and the master-controller, the same as in the system shown in Fig. 1. In position 8 of the master-controller the two motors will be connected in multiple, with the storage batteryin circuit with one of the motors and the equivalent resistance R in circuit with the other, and in position 11 when the resistance has been cut out of the motor-circuit the circuit connections will be those shown in Fig. 14. In passing from position 11 to position 12 of the master-controller the resistance R will first be shunted around the storage battery, as shown in Fig. 15, and when the fixed contact 9' of the master-controller passes off the corresponding movable contact the storage battery will be cut out of the motor-circuit and the resistances R and R short-circuited, and in the final position 13 the resistance R will be inserted in series between the storage battery and the master-controller. The connections for this final position 13 are shown in Fig. 16. In other respects the system shown in Fig. 10 is the same as that shown in Fig. 1.

In the system shown in Fig. 1, as well as that shown in Fig. 10, there are certain positions of the master-controller in which the storage battery may be left for any desired time when the car or train is running at or near its normal speed. The connections for these positions of the master-controller are shown in Figs. 5 and 14. If, therefore, the

, stops made by the train are so frequentas to demand more energy for actuating the motor-controllers than can be supplied to the storage batteries during acceleration merely, the connections shown in Figs. 5 and 14 may be maintained for a sufficient time to properly charge the batteries, or if the energy required is excessive the position which makes these connections may be made the final position of the controller. In the systems shown in Figs. 1 and 10 I have shown but two motors; but it is evident that any number of motors might be used on each car, and with four or more motors, as with two, the storage battery might be maintained permanently in one of the motor-circuits with an equivalent resistance in circuit with each of the other motors, or it might be shunted by a suitable resistancein the last position of the controller by connections similar to those shown in Figs. 5 and 14:.

In a train-control system employinga large number of train-conductors, one of which is connected to the positive side of the source from which the several motor-controllers are actuated and the others of which are connected through the actuating devices of the said motor-controllers to the other side of the source, there is danger, if the conductors are massedv together, as is customary, that through abrasion or otherwise current may be supplied directly from the positive conductor to one or more of the train-conductors which lead to the motor-controllers without passing to the master-controller and someone of the contacts of the motor-controllers thereby be actuated and beyond the control of the operator. In order to prevent such an occurrence, I form all of the train-conductors into a single cable having, illustrated in Figs. 17 and 18, a negative conductor o between the positive conductor or conductors to and the several train-conductors .2, which are connected to the operating-solenoids of the motor-controllers, so that the negative conductor forms a negative armor surrounding the positive conductor and between it and the various conductors which convey the current to actuate the several contacts of the motor-controller. With this arrangement a short circuit can never occur between the positive conductor and any one of the conductors leading to the separate contacts of the motor-controller without grounding the positive conductor. It is therefore impossible for any of the various conductors leading to the motor-controllers to be energized by a short circuit to actuate the contacts of the motor-controllers. A fuse or circuit-breaker may be inserted between the source'and the positive conductor, so that in case of short circuit the positive lead will be disconnected from the source before any damage is done.

I have described my invention as applied to a system of train control; but it is evident that it may be employed with any number of cars, one or more, and in certain of its features it is also evident that it is not limited to a railway system, but maybe employed in any desired connection.

What I claim as new, and desire to secure by Letters Patent of the United States, is-

1. In combination, a source of current-supply, a motor or motors, a storage battery, a resistance, and a controlling device or switch in one position connecting said motors to said source in series with said storage battery, and in another position connecting said storage battery and said resistance in multiple between said motors and said source.

2. In combination, a source of current-supply, a plurality of motors, a storage battery, a resistance, and a controlling device or switch in one position connecting said motors to said source in series with each other and with said 'storage battery, and in another position connecting said storage battery and said resistance in multiple between said mo tors, also connected in multiple, and said source.

3. In combination, a source of currentsupply, a plurality of electric motors, astorage battery,and acontrolling device or switch for connecting said storage battery in series with said motors during acceleration, then shunting said storage battery bya resistance, and finally cutting out said storage battery and shunting said resistance.

4. In combination, an electric motor or motors, a controlling device comprising a plurality of separately-actutated contacts, electromagnets for actuating said contacts, a storage battery for supplying current to said electromagnets, and means for controlling said electromagnets to connect said storage battery in circuit with said motors during acceleration to charge the same.

5. In combination, an electric motor or motors, a controlling device for said motors, an electromagnet or electromagnets for actuating said controlling device, a storage battery for supplying current to said eltromagnets, and means for connecting said storage battery in circuit with said motors during acceleration to charge the same.

6. In combination, an electric motor or motors, a controlling device therefor, electromagnetic means for actuating said controlling device, a storage battery, means for connecting said electromagnetic means in circuit with said storage battery, and means for connecting said storage battery in series with said motors during acceleration.

7. In combination, an electric motor or motors, a controlling device therefor, electromagnetic means for actuating said controlling device, a storage battery, means for connecting said electromagnetic means in circuit with said storage battery, and means for connecting said storage battery in circuit with one or more of said motors to charge the same.

8. In combination, an electric motor or motors, a controlling device therefor, electromagnetic means i'or actuating said controlling device, a storage battery, means for connecting said electromagnetic means in circuit with said storage battery, means for con necting said storage battery in series with said motors during acceleration, and means for removing said storage battery from the motorcircuit.

9. In combination, a plurality of electric motors, a storage battery, a controlling device in one position connecting said storage battery in circuit with said motors for charging, electromagnetic means for actuating said controlling device, and a second controlling device for making circuit connections bestorage battery to actuate said controlling device.

11. In combination, an electric motor or motors, a storage battery, a resistance, means for connecting said storage battery in circuit with said motor or motors, means for connecting said resistance in multiple with said storage battery, means for disconnecting said battery, and means for shunting said resistance.

12. In combination, a source of currentsupply, astorage battery, a resistance, a controlling device in one position connecting the battery to said source, in a second position connecting the resistance in multiple to said battery, and in a third position disconnecting said battery and shunting said resistance, and means whereby the resistance cannot be shunted until after the battery has been disconnected.

13. In combination, a controlling device, electromagnetic actuating means therefor, a source of current-supply, a master-controller for controlling the supply of current to the said actuating means, a resistance, and contacts on the master-controller arranged to include said resistance in circuit with the source and the electromagnetic actuating means after the said controlling device has been actuated.

14. In combination, a switch, electromagnetic means for operating said switch, a source of supply, and a master-controller havingits contacts arranged to first connect said electromagnetic means to said source, and thereafter to introduce a resistance in circuit therewith.

15. In combination, a switch, electromagnetic means for operating said switch, a source of supply, and a master-controller provided with contacts arranged to connect said electromagnetic means to said source and additional contacts arranged to thereafter introduce a resistance in circuit with said electromagnetic means.

16. In combination,acontroller comprising a plurality of separately-actuated contacts, electromagnetic actuating means therefor, a source of current-supply, means for connecting said electromagnetic means in circuit with said source to operate the controller, and means for reducing the flow of current to said actuating means after a predetermined number of said controller-contacts have been actuated.

17. In combination, an electric motor or motors, a controller therefor comprising a pinrality of separatelyactuated contacts, electromagnetic means for operating said contacts in a predetermined order, a source for supplying current to said electromagnetic means, a circuit-ln'eaker in circuit with said source and said electromagnetic means, and means operated by an excess flow of current in the motor-circuit for opening said circuitbrcaker and thereby causing the motor-circuit to be opened at the said separately-actuated contacts. I

18. Inacombination, an electric motor or motors,acontroller therefor comprising a plurality of separatelyactuated contacts, a source for supplying current to actuate said contacts, a master-controller controlling the application of current from said source, a circuitbreaking device in circuit with said source, and means operated by an excess flow of current in the motor-circuit for opening said circuit breaking device and thereby causing the motor-circuit to be opened atthe separately-actuated contacts. a

19. In combination, a controlling device for electric motors comprising a plurality of separately-actuated contacts, electromagnetic means for operating said contacts, a source of current-s11 pply,a master-controller for supplying current from said source to said electromagnetic means, a circuit-breaking device in circuit with said source and said mastercontroller, and automatically-operated means for actuating said circuit-breaking device to 7 cut off the supply of current to said electromagnetiemeans and thereby to cause the motor-circuit to be opened at the separately-actuated contacts of the controlling device.

20. In a train system, the combination of a number of cars united to form a train, propelling-m otors mounted upon more than one of said cars, controlling devicesfor said motors, electromagnetic means for controlling the operation of said devices, a source of current, a master-controller for connecting said electromagnetic means to said source, a circuit-breaking device in circuit between said source and said master-controller, and means controlled by the current in the motor-circuit on one or more of said cars for actuating said circuit-breaking device to cut off the supply of current to said electromagnetic means.

21. In a train system, the combination of a number of cars united to form a train, propelling-motors on one or more'of said cars, controlling devices for said motors, electromagneticimeans for securing the operation of said controlling devices, a source of current, a master=controller having electrical connections on the one side to said source and on the other to said electromagnetic means, a circuit-breaking device connected in circuit between said source and said master-controller so as to control" the flow of current therethrough to the said electromagnetic means, and means arranged to be operated by an excess flow of current on any one of the motor cars for actuating said circuit-breaking devices.

22. In a train system, the combination of a number of cars united to form a train, propelling-motors on one or more of said cars, controlling devices for said motors, electromagnetic means for securing the operation of said controlling devices, a source of current, a master-controller having electrical connections on the one side to said source and on the. other to said electromagnetic means, an electrically-actuated circuit-breaking device connected in circuit between said source and said master-controller, train-conductors to which the actuating-winding of the said circuit breaking device is connected, and means on each motor-car arranged to be operated by an excess flowof current in the motors on that car for connecting the actuating-winding of said circuit-breaking" device to a suitable source'ot supply.

23. In combination, an electric motor or motors, a controlling device therefor, a source for supplying current to actuate said controlling device, a master-controller controlling the application of current from said source, an indicating device in circuit with said source, and means controlled by the current in the motor-circuit tor actuating said indicating device.

24:. In a train system, the combination of a number of cars united to form a train, propelling-motors mounted upon more than one of said cars, controlling devices for said motors, electromagnetic means for controlling the operation of said devices, a source of current, a master-controller for connecting said electromagnetic means to said source, an indicating device in circuit with said source and said master-controller, and automatic motor-circuit for closing a circuit to operate the indicating device.

26. In combination, an electric motor or mo- .tors,a motor-controller therefor,a master-controller for controlling the operation of the motor-controller, an indicating device adjacent to the master-controller, and a switch separate from the indicating device operated by an excess flow of current in the motorcircuit for securing the operation of the indieating device.

27. In a train system, the combination of a number of cars united to form a train, propelling=motors mounted upon more than one :of said cars, motor-controllers on the several motor-cars, one or more mastercontrollers .for controlling the operation of the several motor-controllers, indicating devices adjafailure of any of the motor-reversing switches,

for locking the power-switch of the master? controller. N,

29. In a train system, the combination of a number of cars united to form a train, propelling-motors for said cars, motor-controllers comprising a plurality of switching devices, a master-controller comprising a plurality of corresponding switching devices, means for operating one of the switching devices of the master-controller, and means operated upon the failure of any of the corresponding motpr-switching devices for locking the other switching devices of the master-controller.

30. In combination,amotor-controllercomprising a plurality of switching devices, a master-controller comprising a plurality of corresponding switching devices, means for operating one of the switching devices of the master-controller, and means controlled by the corresponding switching device of the motor-controller for locking the other switching devices of the master-controller.

31. In combination, a plurality of switches, a corresponding plurality of means for operating said switches, and a locking device controlled by one of said operating means and released only when the corresponding switch has been operated.

32. In combination, a plurality of main switches, a plurality of master-switches for controlling the operation of the main switches, and a locking device actuated upon the operation of one of said master-switches and released only when the corresponding main switch has been operated.

33. In combination, a main controller comprising a plurality of switches, a master-controller for controlling the operation of said switches, an electromagneticallyoperated locking device in circuit with one of the switches of said master-controller, and means controlled by the corresponding main switch for operating said circuit.

3%. In combination, a main controller comprising a plurality of switches, a master-controller comprising corresponding switches, and a locking device forsaid master-controller rendered operative by the failure of one ofthe switches of the main controller.

35. In combination in a master-controller,

a power-switch, a reversing-switch, and an electromagnetic locking device for the powerswitch connected in the circuit of the reversing-switch.

36. In combination, two controllingswitches, a switch adapted to be operated from one of the said controlling-switches, a locking device for the other controllingswitch, and means controlled by the switch to be operated for actuating said locking device.

37. In combination, aswitch to be operated,

electromagnetic means for operating said switch, a master-switch, a circuit connecting said master-switch and said electromagnetic means, a locking device, electromagnetic means for actuating said locking device included in said circuit, and means controlled by the switch to be operated for opening said circuit.

38. In combination, a master-controller comprising power and reversing switches, a motor-controller comprising corresponding switches, electromagnetic means for operating the switches ot'said motor-controller, an electromagnetic locking device on the shaft of the power-switch, and means controlled by the reversing-switch of the motor-controller foractuating said locking device.

39. In combination, a master-controller, an electrically-actuated motor-controller, and a cable extending between the motor-controlleractuating means and the master-controller,'

said cable comprising a positive conductor, a negative conductor insulated from said positive conductor, and a plurality of conductors for the controller-actuating circuits insulated from each other and from the negative conductor.

40. In combination, a master-controller, an electrically-actuated motor-controller, and a composite conductor extending between the motor-controller-actuating means and the master-controller, the said conductor comprising a positive conductor or conductors, a plurality of conductors for thecontroller-actuating circuits, a negative conductor or conductorsinterposed between said positive conductor and said train-conductors, and insulating material separating said conductors from each other.

' 41. In combination, a master-controller, an

electrically-actuated motor-controller, and a composite conductor extending between the motor-controller-actuating means and the master-controller, the said composite conductor comprising a positive conductor or conductors, a plurality of auxiliary conductors for the controller-actuating circuits, and a negative conductor or conductors interposed between said positive and said auxiliary conductors.

42. In combination, in a motor-controller, a coil on the controller-shaft, a movable armature constituting a locking device arranged IIO in the field of said coil, and a spring acting normally maintain said armature out of en- 10 upon said device in opposition to the field gagementwith its cooperating member on the generated by said coil. controller-shaft.

43. In combination, in a motor-controller, In Witness whereof I have hereunto set my acoilsurroundingthecontroller-shaft, a movhand this 9th day of February, 1900. able armature constituting a locking device FRANK E. CASE. arranged to be actuated by the field gener- Witnesses: ated by said coil, a cooperating member upon BENJAMIN B. HULL,

the controller-shaft, and a spring acting to MABEL E. JAOOBSON.